Block-signaling and stopping system.



F. C. WILLIAMS BLOCK SIGNALING AND STOPPING SYSIEM. APPUCATION ms JULY 31,1915. RENEWED JAN. 21. 1918.

1,257,961. Patented Feb. 26,1918.

m VEN TOR V Emu/776 MZ/Jamd? WITNESSES Z 4 UNITED STATES PATENr OFFICE.

FRANK C. WILLIAMS, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THE SAFETY BLOCK SIGNAL COMPANY, A CORPORATION OF DELAWARE.

IBLOCKSIGNALING AND STOPPING SYSTEM.

Specification 0! Letters Patent.

Patented Feb. 26, 1918.

Application filed July 31, 1915, Serial No. 42,860. Renewed January 21, 1918. Serial No. 218,101.

To all H'ILO/lt it may concern:

Be it known that I, FRANK C. \Vnmmms, a citizen of the United States, and a resident of Philadelphia, county of Philadelphia, and State of Pennsylvania, have invented certain new and useful Improvements in Block-Signaling and Stopping Systems, of which the following is a specificatlon.

The main objects of this invention are to provide in a block signal and stopping system for railways improved automatic stopping mechanism adapted to be carried by a car or train: to provide an improved combination of electrical circuits and devices for actuating automatic stopping mechanism; and to provide other improvements as will a p] )ea r hereinafter.

In the accompanying drawing the figure is a fragmentary view of a block signal and stoppin system constructed in accordance with this invention.

Referring to the drawing, one embodiment of this invention comprises a railroad track including two parallel rails 1 and 2, which, tfor controlling signals, are divided by staggered pairs of insulations 3 and 4, 5 and 6, and 7 and 8, into a plurality of blocks A, 3-D, (3-0, and D; block A extending from a point'upon the left (not shown) to the first pair of insulations 3 and 4; block B-B cxtcnding from the latter insulations to the pair 5 and 6 upon the right: block Ucxtcnding from the last-mentioned pair to the pair 7 and 8 upon the cxtrcmc right of the drawing, and dock l) extending-toward tbc right from the lastlncntioncd pail".

l or antonmtically stopping trains, the rails l and 2 are subdivided in cachblock by two pairs of staggered insulations fl and 10. and 11 and 12, dividing catch block into what may b'c appropriately tcrtncd train stopping rail sections 9-11 and 10-42, and block signal rail sections (for instance block signal .rail sections 3-9, 4-10, 11-5, and 12- of block 13-11, and block signal rail sections 5--9,, 6-10, 11-7, and 12-8 of block (-(I). The train stopping rail seclions 9-11 and 10-12. are interposed in each block between the corresponding block signal rail sections and the block signal rail sections of cach block are clcctrically conncctcd rcspcctivcly by wires 15 and 16.

Each of the blocks A, B, C and D is pro vided with a block signal 20, which may be controlled in any suitable manner by track circuits, including the block signal rail sections, or may be controlled in any other manner. In the drawings only two of the block signals 20 are shown and these are arranged to protect respectively the entrance or left hand end of the two consecutive blocks C-C, and D, against trains proceeding from left to right, or in the direction of the, arrow shown in block B-B. The signal 20 is shown in each case as spaced a short distance, for instance, about 500 feet on the left of the left hand end of, or inthe rear of the block which it is arranged to protect.

Each of the signals 20 may be of any suitable construction and may be of either of the twoposition or of the three-position type. The signal illustrated is of the threeposition ty e, being provided with a semahore 21 w ich is pivoted to swing from the lorizontal danger position, shown in full lines in the signal upon the left of the drawing, into either an oblique warnin position, hr a vertical safety position (as shown in dotted lines in the same signal). Each signal 20 is arranged to be controlled by a track circuit which may be either of the normally open type or of the normally closed type. In the form shown, each signal 20 is crmtrollcd by a normally closed track circuit including two wires .25 and 26, which connect the signal to the ncarer pair of block signal rail sections (for instance 5-9 and (3-10) of tbc corrcspomling block, and these sections arc normally supplied with electric current by a track battery 27, the terminals of which are preferably connected to the other pair of block signal rail sections (for instance 11-7 and 12-8) respectively, of the same block.

To coiipcrate with the train stopping scctions 9-11, and 10-12, of each block, each signal 20 is in a partial electric circuit including a wire 30 extending from the semaphore 21 to one of the pair of train stopping rail sections -of the block preceding that protected by the signal, and a wire 31 extending from a contact plate 32 provided on the signal to either one of the adjoining block signal rail sections, A brush 33 is carried by the semaphore 21 and is arranged to cngagc the contact plate 32 when the semaphore 21 is in a vertical or safety position (as shown in full lines in the lower right hand portion of the drawing), or cantion" position or at 45 as shown in dotted lines in the drawing. \Vhen in either of these positions the semaphore operates to close the electrical connection between the corresponding train stopping rail section and the block s gnal rail section through the wire 30. semaphore 21, brush 33, contact plate 32 and wire 31. lVhcn the semaphore 21 is in the horizontal position (shown in full lines in the lower left hand portion of the drawing), the brush 33 i i of engagement with the contact plate 32', and the electrical connection between the rail train stopping section and the corresponding block signal rail sections is broken.

For automatically applying the air brake on a train and closing the throttle of the locomotive or engine. the locomotive or on gine 35 of each train is provided with pneumatic apparatus which is controlled by an electro-magnet 36 carried by the locomotive. One terminal of the electro-magnet 36 is connected by a wire 37 to one terminal of a battery 38, or other source of electric energy preferably carried by the truck 42 of the tender of the locomotive, and the other terminal of the electro-magnet 36 is connected by a Wire 39 to the frame of the locomoth e, and is connected through the frame and wheels 40 of the locomotive to the rails l and 2. The other terminal of the battery 38 is connected by a wire 41 to the truck -22 of the tender of the engine. and is connected through the wheels 43 of the truck to the rails 1 and 2. The truck 42 is insulated from the other parts of the tender and from the locomotive in any suitable manner.

The pneumatic apparatus upon the locomotive includes a tank 45. which is kept filled with compressed air. This tank 45 communicates through a reducing valve 46 and a pipe 46 with the interior of a valve casing 17 through an inlet opening 48, provided in the casing. This casing is providcd with on outlet 49, from which a pipe 50 leads to the lowcr end of a vertical cylinder M r gidlv secured to the lccomotivc and pro vidcd with a vertically rccip'rm'atory piston 52 rig dly secured to the lower cud of a vertical piston rod 53. up n the upper end of which is secured a valve 57 (referred to hereinafter as the air valve) which controls corresponding port 58 in a valve casing 59. This latter valve casing 59 communicates at one end with one end of an inlet pipe 60. the other cud of which communicates with a pipe section 61 which is carried by the locomotive and which is kept supplied with air under pressure by the usual or any suitable means (not shown). The latter pipe sci-lion (ll is connected in any well known or suitable manner to control air brakes (not shown) on the locomotive, and is connected through a flexible pipe 62, a coupling 63 and a flexible pipe 61 to a pipe section 65 carried by the tender of the locomotive, and which is adapted to be connected in a well known manner to control air brakes upon the tender and upon any number of ca rs attached to the tender.

The train pipe coupling 63 is made in two parts, which may be readily disconnected along a central transverse lin'e 66, and the wire 37 leading from the train battery 38, is separated at the coupling 63, and has its two adjacent ends 67 secured to the two parts of the coupling respectively, so that the tender may be conveniently disconnected from the engine without breaking the wire 37, it being understood that when the tender is connected to the engine through the coupling 63, the battery 38 is electrically connected to the truck 42 through the wire 41 and coupling '33, but when the two parts of the coupling are disconnected, the electrical connection between the battery 38 and the magnet 36 is broken.

The locomotive is provided with the usual or any suitable throttle valve 70, arranged to control a main steam pipe 71 leading from the boiler 72 to the actuating mechanism of the locomotive. This throttle valve is controlled by a vertically reciprocatory valve stem 73, which is arranged to be reciprocatcd by a bell crank lever 74, arranged to oscillate about a fixed horizontal axis on a pivot '7 5, an upper end of which cooperates with the valve stem 73, and the lower end of which is connected in any well known or suitable manner, as for instance. by a jointed rod 77 to a controlling lever 80, which is pivoted to swing about a fixed horizontal axis: on a pivot 81. This controlling lever 80 extends upwardly from its pivot 81 and is provided at its upper end with a handle 82, and with a bell crank lever 83 pivotally secured thereto, and the upper end of which is normally pressed outwardly as by a spring R l. and the lower end of which is connected to the upper end of a rod 85 which engages at its lower end in a fixed, toothed sector 86 for holding the controlling lever 80 in a predetermined position.

For automatically actuating the controlling lever 80 to close the throttle valve 70, a bell crank lever 87 is pivotally connected to the free end of the controlling lever 80. The upper end of this bell crank lever 87 is provided with a yoke 88, ivotally connected thereto which surroun s and en ages the spring pressed lever 83, and the ower cud of the bell crank lever 87 suitably connected to the outer end of a horizontal pislon rod 89, the inner end of which is rigidly secured to a piston 90, arranged to reciprocate in a horizontal cylinder 91, which is rigidly secured to the boiler 72.

For moving the piston 90 inwardly to vided in the cylinder 91 a space in the cylinder 91 outside of the piston,

most position, the upper valve to permit the air to How from the inlet 93 through the outlets 94,

Surrounded by the electro-magnet 36 and coaxial therewith is a vertically reciprocatory core 100 secured to the lower end of which is an armature 101 arranged to becon;

trolled by the magnet 36. Secured in the upper end of the core 100 and coaxial therewith is a valve stem 102 which carries a downwardly facing conical valve 103 arranged to coiiperate with a corresponding valve seat to control the flow of air between the inlet 48 and the outlet 49. A spiral spring 105 surrounds the'upper portion of the valve stem 102 and normally tends to press the valve 103 into engagement with its seat. The upper end of the'core 100 is conical in shape and forms a valve 106 arranged to cooperate with the corresponding valve seat 107 and to control communication between the inlet 48 and a discharge opening 108, provided in the casing 47 and below the lower valve seat 107 and communicating alternately with the inlet 48 and with the outlet 49 through an annular passage 109 surrounding the valve stem 102. 'When the circuit is closed through the electric magnet 36 and'the core 100 is in its upper- 103 permits communication between the inlet 48 and the outlet 49, and the lower valve 106 prevents a discharge of the air through the discharge opening 108, but when the circuit through the electro-ma net 36 is broken and the core 100 has move downwardly into its lowermost position under the action of the air pressure assisted by gravity and the spring 105, the upper valve 103 is closed, thus preventing communication between the inlet 48 and the outlet 49, and the lower valve 106 is open, thus establishing communication from the outlet 49. through the discharge opening.

In the operation of this improved system, when a train enters any block the track buttery 27 which is connected to that block will be short-circuited by the train and the wires 25 and 26 connecting that block to its signal 20 will be deinergized, thus permitting the semaphore 21 of that signal to fall from a normally safety position or to remain in a normally danger position depending upon the system emplo 'ed. When the signal 20 of any ivcn bloc is thus set at danger, a seccn train in an adjacent block and approaching the ivcn block, going from left to right, will he stopped when it reaches such a position that the insulated truck 42 of the tender rests upon, and the en e 35 is spaced from the train stopping rai sections 9-11 and 10 -12. For instance when the signal 20 (shown upon the left 01 the drawing) which protects the block CG (shown upon the right) is set at cated in full lines), to right in'the adjoinin b ock be stopped when it reac a train in from left B will stoppin rail sections 911 and 1012 and the ten er insulated truck 42 is in the preceding main track section. When the train reaches this point the circuit, which is at other times normally closed from the truck 42 through the wire 41, battery 38, electromagnet 36, wire 39, engine 40, and block signal track sections 39 and 4-10, or 115 and 12-6, is broken by the semaphore 21, which breaks the connection between the train stopping section 1012 and the block singal section 124-6.

When, in the absence of a train in the block C-C at the ri ht, the semaphore 21 is set either in the infiined warning position or in the vertical safety position shown in dotted lines, the sto pin section l0-12 is electrically connect to t e block signal section 12-6 and consequently-when the insulated truck 42 is in the position shown, there" would be no breaking of the circuit of the electro-ma et 86, and consequently the train woulg be permitted to proceed.

Normall 36 is close the circuit of the electro-magnet thus holdin the core 100 ill-its uppermost position, an ermitting a flow of compressed air from e supply tank 45 through the pipe 46, inlet 48, outlet 49, pipe danger (as indi- ,es the position in which the engine truck 40 reaches the train,

50, and into the vertical cylinder 51, 'thus a holding the vertically reciprocatory piston '52 in its uppermost position and maintain the air va Va 5? closed and preventing a flow of air from the pipe 60 through the valve case 59 and pipe 92 for closin the throttle 70, the discharge opening 108 sing meanwhile kept closed by the valve 106 on the core 100.

When, however, the circuit throu h the electro-magnet 36 is broken, as herein fore described, the core is moved into is lowermost position and prevents communication between the inlet 48 and the outlet 49 of the valvecasing 47 by the clo'sing of the valve 103, but permits communication between the outlet 49 and the discharge opening 108, whereupon air is permitted to exhaust from the vertical cylinder 51 and the air valve 57 is forced downwardly under the pressure of the air in the pipe 60, thus permitting the air to pass through the easmg 59 and pipe 92 and into the horizontal cylinder 91, to move the horizontally reciproeatory piston 90 inwardly to close the throttle valve 70 and to open the exhaust outlets 94. permits the escape of air from the-pipe and consequently from the train pipe 61, thus applying the air brakes to stop the train. When the air valve 57 is opened, the air is also permitted to pass do nwardly through an annular passage 115 and into the upper end of the vertical cylinder 51 to press the piston 52 downwardly.

It is to be noted that in this construction the air valve 57, controlling the throttle and the air brakes, is normally held closed against the pressure in the train pipe 61 by a normally closed electric circuit, includ ing the train battery 38 and the electromagnet. 36. The breaking of the electromagnet circuit permits the air valve 57 to be opened under the pressure of the train pipe 61 to close the throttle and to apply the air brakes.

B having the train battery 38 on the true or very near the truck, the arrangement of wirin is such that if the wire 37 between the attery and the magnet 36 should become accidentally grounded the magnet 36 would be denergized and as a result the train would be stopped as hereinbefore described.

It is to be understood, however, that this invention "is not limited to the specific construction and arrangement hereinbefore described, as it is evident that instead of havin the electro-magnet 36 in a' normally closed track circuit, it might be arranged in a normally open track circuit, which could be closed by the signal 20 when the signal is in a danger position, which would be the reverse of the system illustrated. .It is also evident that the air valve 57 instead of being normally held closed against the pressure of the train pipe 61 might be arranged to be normally held closed by the pressurein the train pipe (ii, and to be opened by an admission of air pressure in a cylinder corresponding to the larg i Cyiilk der 51. It is considered that these, and other changes, might be made in applying this invention, without departing from the spirit of the invention or the scope of the appended claims.

Having thus claim and desire to protect by of the United States:

1. In an automatic train stopping syslrln, the combination with a block controlled primary track circuit. including a plurality of main block sections, a train stopping svutiol! in each block formed by insulating :1 portion described my im'clltioln I Letters Patent The opening of the -outlcts 94v of each of the rails of the track from the main block sections, said main block sections being electrically connected together eonseeutively, a train having a truck insulated from the rest of the train, a normally closed electric circuit carried by the train having one of its terminals connected to the wheels of the insulated truck and the other terminal connected to another set of wheels on the train, a train braking mechanism carried by the train normally held inoperative by said closed circuit, a single partial electric circuit for each train stopping section havin one terminal connected to one of the rai s of said main block sections and the other terminal connected to the corresponding rail of the train stoppingsection on the same side of the track, and a switch in said single partial circuit adapted to be opened or closed by the primary circuit of the next preceding block.

2. In a block signal and stopping system a. plurality of main track sections electrically connected together and a train stop- .ping rail section formed by insulating a section of each of the two rails forming, the track from the adjacent main track sections, a block controlled main track circuit includin the rails of said main track section, a sing e partial circuit for each train stopping sectlon having one terminal connected to one rail of the main track sections and the other terminal connected to the corresponding rail of the train stopping sections, a. switch in said single partial circuit ada t= ed to be controlled y the track circuit 0 a preceding block.

3. In a train stopping mechanism, the combination of'a tram pipe detachably connected at adjacent units of the train pi e, an air brake valve and automatic means or controlling the operation of said valve comprising an electromagnet and a circuit therefor carried by the train, one terminal of which is connected to one unit of the train and the other to an ad'accnt, unit thereof which is insulated there rom, one branch of said circuit being connected through said detachable train pipe connections whereby when the units of the train are connec and disconnected the electrical connections for the circuit are automatically made an broken.

In witness whereof I have hereunto set my hand this 30th day of Jul A. D. 1915.

FRANK C. ILLIAMS. Witnesses:

Atsrnes B. Moomon, A. B. Hnnonnnminnnn. 

